Draft rigging



F. e. SUCKOW DRAFT RIGGING Feb. 13, 1934.

FiIed May 14, 1931 2 Sheets-Sheet l no o Y E N R O T Y A F. G. SUCKOW DRAFT RIGGING Feb. 13,1934.

Filed May 14, 1931 2 Sheets-Sheet 2 I INVENTOR Es dere 0/6 GSuoour llflflllllllll ATTORNEY l atented F eh. 13, 1934 UNITED STATES PATENT OFFICE DRAFT RIGGING Application May 14, 1931. Serial No. 537,428

9 Claims.

This invention relates to railway draft rigging, and more particularly to such associated with cushioning mechanism, which provides for greater energy absorbing capacity for buffing 5 forces than for draft forces.

The principal object of my invention, generally considered, is the provision of draft rigging and associated cushioning mechanism for railway vehicles involving a single gear at each end of a vehicle and a central gear disposed intermediate said end gears, each end gear being actuated when the associated coupler or drawbar is subjected to both draft and buffing forces, while the central gear is actuated only when one or both of the couplers or drawbars is subjected to bufiing forces.

Another object of my invention is to provide cushioning mechanism for railway vehicles involving a single gear at each end of the vehicle which works under pull and buff, and a central gear disposed intermediate said end gears adapted to close under buff, the load being transmitted to it through one or both of the end gears and a floating column member or members.

A further object of my invention is the provision of a railway vehicle underframe involving the main fixed center or draft sills and column members slidably disposed between said sills, cushioning devices preferably in the form of friction draft gears being disposed between said column members and at the ends so that the end gears are adapted for absorbing draft and buffing forces, while the central gear absorbs only bufiing forces.

Other objects and advantages of the invention relating to the particular arrangement and construction of the various parts will become apparent as the description proceeds.

Referring to the drawings illustrating my invention, the scope whereof is defined by the appended claims:-

Figure 1 is a fragmentary plan of draft rigging and associated cushioning mechanism disposed between the draft or center sills of a railway vehicle shown in horizontal section, said mechanism being shown partly in section and embodying my invention.

Figure 2 is a side elevational view of the mechanism shown in Figure 1 with portions illustrated in vertical section.

Figure 3 is a fragmentary transverse sectional view on the line 3-3 of Figure 1, looking in the direction of the arrows.

Figure 4 is a fragmentary sectional view on the line 4-4 of Figure 1, looking in the direction of the arrows.

Figures 5 to 8,- inclusive, are views corresponding, respectively, to Figures 1 to 4, inclusive, but showing a modification.

Referring to the drawings in detail, like parts being designated by like reference characters, and first considering the embodiment of my inventlon illustrated in Figures 1 to 4, inclusive, there is illustrated, as one embodiment of my invention, a portion of a railway vehicle or car involving the longitudinal framing or fixed draft or center sills 1 connected at their ends by striking castings or combined striking castings and coupler carrier members 2, only one end of said sills 1 being illustrated. The striking casting or combined striking casting 2 at each end of the car is desirably apertured, as indicated at 3, for the reception of the drawbar or stem 4 of a coupler 5. Each drawbar or coupler is, in the present embodiment, connected to an associated yoke 6 as by means of ahorizontal draft key '7, the ends of which are received in slots 8 in the sills 1.

For cushioning draft and bufiing forces applied to the drawbar 4, a cushioning device 9 is disposed between the yoke 6 and the rear portion or butt of the drawbar l. Said cushioning mechanism, in the present embodiment, is shown as of the type described and claimed in my application Serial No. 260,524, filed March 9, 1928, and involving end housing members or friction elements 10 receiving the ends of intermediate friction elements or wedges 11 urged apart and into frictional engagement therewith by means of curved plate springs 12 interposed therebetween.

In order to limit forward or outward movement of the outer friction element 10, the cushioning device or gear 9 is desirably disposed between cheek plate or draft lug members formed with front stop lug portions 14 normally engaged by the front face of the outer friction element 10. The forwardportions of said members are slotted to permit the necessary motion of the key 7.

Disposed intermediate or centrally with respect to the end draft gears or cushioning devices 9 is a central or intermediate cushioning device or friction draft gear 15 preferably of the type such as described and claimed in the Richards Patent No. 1,236,872 of August 14, 1917; Said gear 15 may involve a housing or friction casing 16 receiving friction elements or wedges 1'7 urged apart and into frictional engagement therewith by means of curved plate springs 18. A follower 19 is desirably disposed in engagement with the outer or large ends of the friction Wedges 17,

and the gear and associated follower held in place between draft lugs or other movement-limiting devices 20 connected to the sills 1 by rivets or other connecting means 21. The gear 15 and follower 19 are desirably supported on carrier irons 22 connected to the lower flanges of the sills 1, a plate 23 being desirably connected to the sills and disposed above the gear 15 for holding it in proper position.

As a means for utilizing the central or intermediate gear 15 for absorbing buifing forces, a compression member 24, preferably in the form of a hollow tube, is desirably slidably mounted between the sills 1 as by being encircled by supporting brackets 25, the sides of which are connected to the webs of the sills as by means of rivets 26. The outer end of each tube 24 has connected thereto a bufiing member 27 preferably bifurcated or formed with prongs 28 embracing the rear portion of the associated yoke 6, the outer ends of said prongs being normally engaged by the adjacent friction member 10 for the transmission of buffing forces therebetween.

The inner end of each column 24 desirably has connected thereto an abutment or buffing block 29, the block 29 of one column member normally engaging the follower 19 of the central or intermediate gear 15, and the buffing block 29 of the other column member normally engaging the housing 16 of the associated cushioning device 15.

From the foregoing disclosure, it will be seen that under the action of draft forces, the gear or cushioning device 9 is stressed by the transmission of such forces from the drawbar or coupler stem 4 through the key 7 and yoke 6 to the adjacent friction element 10, the other friction element 10 being held against movement by the lug portions 14 on the cheek plate members.

When, however, the drawbar or coupler stem 4 is subjected to buffing forces, such forces are transmitted to the front or outer friction element 10 actuating the gear 9 and transmitting a cushioned force through the next friction element 10 to the prongs 28 of the buffing member 27, and from there through the sliding column member 24 and buffing block 29 to the follower 19 of the gear 15, the housing of which is held by the stops 20. Although only one end of the sills and mechanism therebetween is illustrated, it will be understood that the construction at the other end of the car is identical, and that upon buffing forces being applied to the other coupler or drawbar, such forces are transmitted through the corresponding column member 24 and buffing block 29 to the housing 16 which closes up over the friction elements 17 against the follower 19 held against movement by the associated draft lugs or stop members 20.

It will also be clear that if both of the couplers are subjected to buffing forces simultaneously, all three gears may be simultaneously stressed, that is, the two end gears and the intermediate gear, which intermediate gear 15 may receive buffing forces from both ends of the car simultaneously, in which case, the follower l9 and the housing 16 may be simultaneously pushed from engagement with the associated stop members 20 and held between the sliding column members 24.

Referring now to the embodiment of my invenvention illustrated in Figures 5 to 8, inclusive, a construction is there disclosed involving the sills 1 connected by combined striking castings and coupler carrier members 2 with end cushioning devices 9 and a central cushioning device 15 dis.

posed therebetween. The end cushioning devices, as in the previous embodiment, are embraced by yokes which are shown as of the vertical type and mounted between cheek plate and front stop lug members 13*. The central cushioning device is mounted between stop members 20 and supported on carrier irons 22 and below the guiding plate 23 as in the previous embodiment.

Buffing forces from the drawbar or coupler stem 4 which is connected to the yoke by means of a horizontal draft key 7 are transmitted to the central or intermediate cushioning unit 15 by sliding column members 24 said members, in the present embodiment, being formed as channels 30 connected at their outer ends by means of a bifurcated buffing member 27 with prongs 28 normally engaged by the associated outer cushioning unit or draft gear 9 The inner ends of said members 30 are desirably connected by a buffing or force-transmitting member 31 as by means of rivets 32, the inner end of said member normally lying adjacent the inner cushioning unit or gear 15 for the transmission of buffing forces thereto. The intermediate portions of the channel members 30 are desirably braced and connected by means of transverse columns or braces 33, the sides of which are connected to the webs of the channels 30 by means of rivets or other connecting means 34.

Hollow frame guiding members 35 are desirably provided in embracing relationship with the column members 24? and with their side portions connected to the sills 1 by rivets or other connecting means 36. The lower portions 37 of said frame members 35 underlie and are frictionally engaged by the lower portions of the column members 24 and the upper portions 38 overlie said column members.

From the foregoing disclosure, it will be ap parent that the embodiment of my invention illustrated in Figures 5 to 8, inclusive, is, 01' may be, identical with that of the first embodiment except that the column members, instead of being hollow tubular devices, are formed of channels connected by braces and end buffing castings. The operation of the mechanism, however, is identical, as under the action of draft forces the end gears or cushioning devices 9 are subjected to stress through the associated yokes, while the central or intermediate gear is not acted on. Under the action of buffing forces, as in the previous embodiment, such forces are transmitted through the same end gears, which are thereby fully operable by either draft or buffing forces, to the prongs 28 of the abutment castings 27 on the sliding column members 24 and from there through the inner abutment members to effect compression of the intermediate or central gear 15 as in the previous embodiment. Although only one end gear is illustrated, it will be understood that those portions of the mechanism on either side of the central gear 15 are identical, and that said gear may be stressed by bufiing forces either simultaneously or alternatively from either end of the car.

Although preferred embodiments of my invention have been illustrated, it will be understood that modifications may be made within the spirit and scope of the appended claims.

I claim:

1. In railway draft rigging, in combination with draft sills, an inner cushioning unit operable on buffing only, a plurality of outer cushioning units disposed at opposite ends of the inner cushioning unit, and each operable on draft and V buffing, means adapted to simultaneously transmit buiiing force from each of said outer units to said inner unit, stop means respectively associated with each of said outer units for transmitting draft forces to said sills, and stop means associated with said inner cushioning unit for transmitting bufling forces from either of the outer cushioning units and said inner unit to the sills.

2. In railway draft rigging, in combination with draft sills, an" inner cushioning unit operable on bufiing only, a plurality of outer cushioning units between which said inner unit is disposed, each of said outer units being operable on draft and bufiing, means for communicating buiiing forces from each of said outer units to said inner unit, stop means respectively associated with each of said outer units for transmitting draft forces to said sills, and stop means associated with said inner cushioning unit for transmitting bufilng forces from either of the outer cushioning units and said inner unit to the sills.

3. In railway draft rigging, in combination with draft sills, an inner cushioning unit operable on buffing only, a plurality of outer cushioning units disposed at opposite ends of the inner cushioning unit and each operable on draft and buffing, a plurality of columns movable with respect to said sills and one operatively interposed between said inner unit and each of said outer units, said columns being respectively adapted to transmit buffing force from one of said outer units to the inner unit, stop means respectively associated with each of said outer units for transmitting draft forces to said sills, and stop means associated with said inner cushioning unit for transmitting buiiing forces from either of the outer cushioning units and said inner unit to the sills.

4. In draft rigging for railway vehicles, in combination with draft sills, a cushioning unit adjacent each end of the vehicle, a cushioning unit intermediate of said first-mentioned units, each of said units at the ends of the vehicle being fully operative in draft and buffing and said intermediate unit being operative in buffing only, means for transmitting buffing force from the respective units adjacent the ends of the vehicle to the said intermediate unit, stop means respectively associated with each of said units adjacent the ends of the vehicle for cooperating with said end units on draft and stop means associated with said sills and cooperating with said intermediate unit to transmit buiiing forces from either of the outer cushioning units and said inner unit to the sills.

5. In railway draft rigging, in combination with draft sills, an inner cushioning unit operable on buffing only and comprising a housing, friction elements associated therewith, a follower engaging said friction elements, stop members on said sills normally engaging said housing and follower, a plurality of outer cushioning units disposed at opposite ends of the inner cushioning unit and each fully operable on draft and bufiing, stop means respectively associated with each of said outer units for transmitting draft forces therefrom to said sills, and. means for transmitting bufiing forces from said outer units to the housing and follower, respectively, of said inner unit, whereby said stop members serve to transmit bufling forces from either of the outer units and said inner unit to the sills.

6. In railway draft rigging, in combination with draft sills, an inner cushioning unit operable on bufling only, a plurality of outer cushioning units disposed at opposite ends of the inner cushioning unit, each operable on draft and buffing and comprising outer and inner housings and spring actuated wedge members disposed therebetween, means adapted to simultaneously transmit bufi'ing force from the inner housings of said outer units to said inner unit, stop means respectively associated with each of said outer units for transmitting draft forces to said sills, and stop means associated with said inner cushioning unit for transmitting bufling forces from either of the outer cushioning units and said inner unit to the sills.

7. In railway draft rigging, in combination with draft sills, an inner cushioning unit operable on bufling only, a plurality of outer cushioning units between which said inner unit is disposed, each of said outer units being operable on draft and buffing, hollow tubing members for communicating buiiing forces from each of said outer units to said inner unit, stop means respectively associated with each of said outer units for transmitting draft forces to said sills, and stop means associated with said inner cushioning unit for transmitting bufiing forces from either of the outer cushioning units and said inner unit to the sills 8. In railway draft rigging, in combination with draft sills, an inner cushioning unit operable on bufiing only, a plurality of outer cushioning units disposed at opposite ends of the inner cushioning unit and each operable on draft and bufiing, a plurality of columns each comprising channels with their webs disposed outwardly adjacent and between the sills and movable with respect to said sills and each operatively interposed between said inner unit and one of said outer units, said columns being respectively adapted to transmit buiiing force from one of said outer units to the inner unit, stop means respectively associated with each of said outer units for transmitting draft forces to said sills, and stop means associated with said inner cushioning unit for transmittingbuffing forces from either of the outer cushioning units and said inner unit to the sills.

9. In railway draft rigging, in combination with draft sills, an inner cushioning unit operable on bufling only, a plurality of outer cushioning units disposed at opposite ends of the inner cushioning unit, means for associating a drawbar with each outer cushioning unit, stop means respectively associated with each of said outer units for transmitting draft forces therefrom to said sills, and stop means associated with said inner unit for transmitting bufling forces from either of the outer cushioning units and said inner unit to the sills.

FREDERICK G. SUCKOW. 

